Train stop



Nov. 4 A924.

Filed Anril 12,

T. E. GARR TRAIN STOP 1922 5 Sheets-Sheet 1 T. E. ARR/ TRAIN STOP Filed Avril, 121 m22 s sheets-sheet 2 @woo/Moz /z amas Earr Nov., 4 92.4. ,53.965

T.E.CARR

TRAIN STOP Filed April l2 i922 3 Sheets-Sheet 3 mum@ ll l

Patented Nov. 4, 1924.

UNITE STATES THOMAS E. CARB, OF PROVIDENCE, RHODE ISLAND.

TRAIN STOP.

Application filed April 12, 1922. Serial No. 551,795.

To all 'whom t may concern:

Be it known that I, THOMAS E. CARR, a citizen of the United States, residing at Providence, in the county of Providence and State of Rhode Island, have invented clertain new and usetul mpr'ovements in Train Stops, of which the following is a speciiication.

This invention relates to means for automatically stopping trains it for any reason the engineer fails to observe the signals which are set against him, and the Object of this invention is to provide simple, positive and effective means whereby it is impossible 'or a train to pass a signal that is set at stop position without having the steam shut off and the brakes applied.

A further object ot the invention is the provision of means whereby the stopping mechanism will be actuated even it the engine is running backward along with the iiow of tratlic past a signal which is set against it.

A still further object of the invention is y the provision of means whereby the tripper member which is connected to the signal will be automatically set at stop position, if for any reason the connection between it an the signal should be broken.

The invention further consists in the provision of a tripper-operated arm so constructed that it will yield upon engaging some object side ot the track when the engine is running in a direction reverse to that in which the arm is designed to be operated by the tripper.

The invention still further consists in the provision of oppositely-operating, tripperengaging arms located on opposite sides of an engine whereby the engagement of either side arm with the tripper member will cause the closing of the throttle and the applying of the brakes, one being designed to operate when the engine is running head first and the other when the engine is running backwards along with the flow of travel.

With these and other objects in view, the invention consists of certain novel features of construction, as will be more fully described, and particularly pointed out in the appended claims.

In the accompanying drawings:

Figure 1 is a rear end elevation of the engine showing my improved stop mechanism applied thereto.

Figure 2 is a plan view of the stop mechanism carried by the engine, a portion only of which is shown.

Figure 3 is a side elevation illustrating the signal and its connection to the tripper mechanism.

Figure 4 is a plan view showing the mechanism by which the tripper-member is connected to the signal.

Figure 5 is an enlarged elevation of the tripper-member also showing la weighted pulley around which the chain is led for connecting this tripper to the signal.

Figure 6 is a view showing the tripper and the weight for returning the tripper to operative position it its connection to the signal should be broken.

Figure 7 shows the tripper moved to inoperative position and the counter-balance weight in position to return it to operative position.

Figure 8 is a top view ot the tripper-engaging arm, its dotted position showing it moved out of normal by being engaged on its rear side when the engine is moving in a direction opposite to that in which the arm is designed to operate,

Figure 9 is a side elevation ot this tripper-engaging arm.

TWith reference to the drawings, l() designates the signal post on which the usual semaphore or other signal 11 is pivotally mounted. To this semaphore 1 have applied a pulley 12 around which is wound an operating cord or chain 13 which leads over the idler pulleys 14 and 15 to the tripperoperating pulley 16 which is mounted on the shaft 17, the latter being mounted in the bearing block 18, and on this shaft is also mounted a tripper-member 19 which is adapted to be rotated in a plane parallel with the track, to be moved either into or out of operating position by a corresponding movement of the signal 11. By this construction when the signal is moved to stop psition the tripper which is mounted adjacent the track, is moved into position to engage the automatic stopping mechanism on the engine, presently described, to stop the engine and when the signal is moved to clear position this tripper is dropped out of operating position to permit the train to pass undisturbed.

ln order to cause the tripper-nember 19 to be moved to operative position, it for any reason the chain 13 should be broken while this trippei is' in inoperative position, I have pivoted a counter-balance weight 2O lto the pulleyl 16 on the pin 21 which when the. tripper is moved to inoperative position, as-

illustrated in Figure 7, will lay against the pin 3() in position to rotate the pulleyj16.

and shaft 17 to move the trippa-member into upright position as illustrated in ure 6, against the stop 22 ready to be engaged by the train-stopping mechanism Veven though its connecting chain to the signal be broken.

iln 'applying myautomatic train-stopping device `to ank engine l mount the upright i' shaft 23 in upper and lower bearings 24 on the rearcof the cab, and to the lower end ofthis shaft I attach the tripper-eiigagiijig arm 25, which arin is mounted to swing on with the usual steam throttle, as" indicated at '39,1 yfor shutting off the steam, which throttle is operated by the `usual head-lever 40"Pivo`te l at its 'Outer end at 41 and to the throttle at4-2, its free end 43 being pro-v vided with a handle. to be engaged b-y the hand of the engineer, and this lever is provided with a `latch 44 engaging spacedapart notches in the quadrant 45 .under tension of spring 46, and a latch-operating lever14"1isplacedadj acentV the handle whereby tliegrip 'of the engineer upon the 'handle also` serves to withdraw thel latch from its.l

notchf'to pei-mit the free movement of the. throttle-lever. f Y

@niths throttle lever I have mounted an: auxiliary latch operating lever 48-whicli is' pivoted at `4 9ion thefthrottle lever 40- itsl outer end. being pivotallyl connected tothe latcli-.rcd-44, and vin orderl to. llift this latch.:

fromiiengagement with thev notches inthe quadrant llhave, provided a 'shoe 50 pivoted atlitofthe bracket 5,2, saidshoe being pro vided with `a lever .arm .53y which is: adapted tofbe operated by rotation ofthe short shaft lzrthrough the arm 54and connection 55,-

whereby when the tripper 19 is engaged by arm 25 .wh-ile the engine iswrongly mov ing past the same with the signal set against it, the action of .this arm 25 through the mechanismabove describedcauses the shoe to'pressupoiiqthe `auxiliary lever 48,

withdraw the latch 47 from the `quadrant` and at the. same time press'y thethrottlelever forwardto' shut ofl" the steam from the engine and also at the saine time the airbrake operating lever 56 is manipulated to apply the brakes' through the movement of lever 57V which also is mounted on shaft andl slotted.connector` 58.` The slot 59 in this connector 58 permits the free movement oftherbrake-lever to apply the brakes in-l dependently of this stopping mechanism.

After this Vthrottle-operating and brakeapplying mechanism has performed its function by Contact with trlpper 19 it is automatically returned to normal by the spring 64 through leverr 60, Vconnector 63 and oscillating arm 61, which latter is pivoted at 62. lt is often lfound in practice desirable' to run the engine backward along with the flew-v of tr'arfiioand under such conditions l have also found it desirable to provide mea-iis to prevent the yengineer yfrom lrunning-past a signal which is set against him, .andfto accomplishthis in a simple andvr eflie'etive w-ay, l have provided a duplicate tr-ipperengaging-lever '65 on the opposite side lof the engine, whichismounted ontlie sha-ft 66 to operate similarly to the iarm 65 and thisarm is connected to the oscillatingarni 61 through the connector 67 and arm 66' an d is assisted by spring 69 to-returii iwith the mechanism to norm-al after having opei ated the same. .f

.By the use of my improved mechanism it will be seen that when the tripper devicefis` set `against the train it will operate mechanism on the engine to both shut .offf the steam and apply the brakes and to release both automatically afterwhaving beenopera-ted and tov be again .actuated by the .engineer if desired, also by my improved mechansm the engineerI is .unable to run: plast a signaliset against himV even L though the enginefis running backward with the flow oftrafic.

My improved device is simple `and yprac tical in: construction and effective in its op-'g eration and'y by its use it is impossible. for.'

an engineer to run past a signal whichis' set against fhim 'without being `promptly notifiediofthe fact andv the engine .automa-tiehave; happened to the engineer.

cally stoppedpi-iiA case yany accident should The .foregoing description..1 is directed solely, towards the constructionillustrated,

but I desire it` to be understood'that I re.- serve the' privilege ofaresonting .to allthe mechanical changes to which;the.deviceisf susceptible, the invention;being@` :defined and limited only by the terms of the appended claims.

I claim:

1.v An engine ,controly mechanism-adapted to be operated in combination; with a signal operated tr'ipper comprising,a steam throttle control lever carried by the engine, arelastively stationaryv toothed segment, -a' lock latch for engaging said-segment, a-:manually operable rod for withdrawing said latch lee carried by said lever, an auxiliary lever directly connected at one end to said rod, an arm extending from said engine for engaging a signal operated tripper and means operated by said arm to automatically operate said auxiliary lever and rod to withdraw said latch and move the throttle lever to stop position.

2. rin engine control mechanism adapted to be operated in combination with a signal operated tripper comprising, a steam throttle control lever carried by the engine, a relatively stationary toothed segment, a, lock latch for engaging said segment, a manually operable rod for withdrawing said latch `carried by said lever, an auxiliary lever directly connected one end to said rod, a shoe for directly engaging the other end of said auxiliary lever, an arm extending from said engine for engaging a signal operated tripper and means operated by said arm to automatically throw thel shoe to operate said auxiliary lever to Withdraw said latch and move the throttle lever to stop position, and spring actuated means for causing said shoe to release said throttle lever and auxiliary lever after moving the same to stop position.

3, in engine control mechanism adapted to be operated in combination with a signal operated tripper comprising, an operating` shaft, brake and throttle levers adapted to be engaged by means controlled by said shaft, a tripper engaging arm at one side of the engine directly connected to said shaft, a rock lever centrally pivoted, an oppositely disposed tripper engaging arm at the other side of the engine connected at one end to the rock lever a link operatively connecting the other end of the rock lever to the operating shaft whereby engagement of the trippers in opposite directions will cause like movement of the operating sha-ft to apply the brakes and shut off the throttle, and a spring acting on the rock lever to return the operating shaft to normal position after the same has been moved to final position.

4l. A signal operated tripper for train stopping mechanism comprising a signal, a. cooperating tripper adapted to operate the stop mechanism on an engine, means for connecting said signal and tripper whereby al movement of said signal to danger position correspondingly moves said tripper to operating position, said tripper comprising a pulley with a radially extending engaging arm and a weighted arm pivoted to the pulley at a point substantially diametrically opposite to said arm to automatically move the tripper arm to operating position upon the breaking of a connection to the signal.

5. in engine controlmecha-nism adapted to be ofperated in combination with a signal operated tripper comprising, a tripper engaging arm, an upright operating shaft directly connected to said arm, a jack shaft, a crank arm on adjacent ends of the said shafts, a link connecting said crank arms, steam throttle and airbrake control levers, and means for operatively connecting said jack shaft to said throttle and brake control levers whereby engagement of the tripper arm by an operating tripper will Cause the levers to tbe moved to stop position.

ln testimony whereof I affix my signature.

THOMAS E. CARR. 

